Charts & Plates

The light jet revolution wasnt televised because it never happened. At least not yet. There has been a quiet proliferation of small kerosene burners on the ramps and in the flight levels, however, and that means more pilots are experiencing the pleasures and pitfalls of life in Class A airspace.

Enough new symbols have cropped up on approach charts in recent years that you might need a new decoder ring to make sense of them. Try this one on.

If the international aviation bureaucracy were ever mated with a one-size-fits-all computer program, the progeny might well be the ICAO International Flight Plan. Everything anyone might wish to know has a place on this form. But, in case theres an obscure bit of trivia without a special code or box in which to put it, theres a way to handle that. If Wilbur and Orville had been faced with anything like this, wed still be…

Checklist…checklist…checklist. Its been drummed into us to use a checklist since our first lesson. And, indeed, we should be using a checklist. Unfortunately, most of the so-called checklists out there are actually do lists-step-by-step instructions on how to do stuff, formatted in checklist form. Of course, do-lists have their place during training, but most accomplished pilots should be using a checklist. …

Awhile back we got a note from a reader based at Denver Centennial. He was concerned about a speed restriction on their ILS Runway 35R. We did a little digging and found that the FAA had already concluded this wasnt such a good idea and removed the restriction. However, this still makes good fodder for these pages, so lets take a closer look.

You asked for an iPad 4 last month, but the guy in the red suit brought you a mini. You want to visit him to discuss his error, so you plan a trip to the airport closest to the north (magnetic) pole: Resolute Bay. But, when you open the approach plates, youre confused.

Despite the quips about aviator egos barely fitting inside the cockpits that carry them, pilots have a high tolerance for following directions.

I looked at the arrivals into Chicago OHare and noticed something peculiar. Both the BENKY ONE and BRADFORD FIVE arrivals have a transition route from Kirksville VOR (IRK) to LOAMY intersection. But the BENKY arrival shows a course of 068 degrees while the BRADFORD arrival shows 059. I put IRK direct to LOAMY in my GPS ... and got a third course of 064.

What is it with arbitrary rules and aviation? Like how some security Ph.D. determined that a quart bag of three-ounce containers dont constitute a security threat but a single quart of Pepsi does. Maybe they think terrorists arent smart enough to pool their resources. Or maybe the TSA brass just has something against soft drinks.

Fly IFR enough and reading an approach plate becomes something akin to ordering at your favorite diner. You know everything on the menu. When Lorna the waitress tells you theyre fresh out of the sweet potato fries that let you pretend youre getting a vegetable with your triple-bypass cheeseburger, you call for the onion rings instead without asking for your options. Hey, onions are vegetables too, right?

Flying the system without an IFR GPS these days can be a frustrating experience. Youre plodding along the airways while you listen to more-equipped birds getting time-saving directs off-route.

In-betweens are always tough, and have the potential for trouble. Flying some IFR practice in VFR conditions is a perfect example. Youre emulating one set of rules (IFR) but youre actually bound by another set (VFR). There are all sorts of potential traps here: maintaining cloud clearances, conflicting with traffic youd normally be separated from, and blundering into airspace without the required communication or permission.